Steering apparatus for multiwheel



. 8, 1936. R. R. HARRIS STEERING APPARATUS FOR MUL'IIWHEEL VEHICLESOriginal Filed Oct. 26, 19:52

3 Sheets-Sheet l INVENTOR. R Hana/s TORNEY AN v 4 Dec. 8, 1936. R. R.HARRIS 20,193

I STEERING APPARATUS FOR MULTIWHEEL VEHICLES 7 Original Filed Oct. 26,1932 3 Sheets-Sheet 2 INVENTOR. ROMA/NE RHARRIS.

1936- R. R. HARRIS Re. 20,198

STEERING APPARATUS FOR MULTIWHEEL VEHICLES Original Filed Oct. 26, 19323 Sheets-Sheet 3 LWE 1111f mi INVEN TOR. RM i R fiARR/S Reissued Dec. 8,1936 UNITED STATES STEERING APPARATUS FOR MULTIWHEEL VEHICLES Romaine R.Harris, Portland, Oreg.

Original No. 1,990,484,

dated February 12, 1935,

Serial No. 639,650, October 26, 1932. Application for reissue March 14,1936, Serial No.

18 Claims.

This invention relates particularly to a steering mechanism formulti-wheel vehicles.

An object of the invention is to provide a multiwheel vehicle in whicheach wheel is independent- 1y mounted on the vehicle and all of thewheels are connected by a suitable control mechanism for controlling theangular position of the wheels for steering purposes.

A further object of the invention is to provide a multi-wheel vehiclehaving mechanism thereon for controlling the angular position of thewheels for steering purposes, which mechanism is operated automaticallyby a suitable connection to a similar multi-wheel vehicle coupled to theforward end of the first mentioned multi-wheel vehicle.

A still further object of the invention is to provide a multi-wheelvehicle in which each wheel is independent of the others so that theindividual wheels may be separately driven but the angular positionthereof for steering purposes, changed in a definite relationship to theother wheels.

Other objects and advantages are to provide a steering mechanism formulti-wheel vehicles that will be superior in point of simplicity,inexpensiveness of construction, positiveness of operation, and facilityand convenience in use and general efliciency.

In this specification and the annexed drawings the invention isillustrated in the form considered to be the best, but it is to beunderstood that the invention is not limited to such form, because itmay be embodied in other forms; and it is also to be understood that inand by the claims following the description, it is desired to cover theinvention in whatsoever form it may be embodied.

In the accompanying drawings:

Fig. 1 is a plan view of a multi-wheel vehicle having a steeringapparatus thereon constructed in accordance with my invention, and shownin operating relationship to vehicles arranged at the forward andrearward ends thereof;

Fig. 2 is a plan view similar to Fig. 1, showing the manner in which thesteering apparatus operates;

Fig. 3 is an enlarged view partly broken away, showing one of the truckson which a road wheel is mounted;

Fig. 4 is a side elevation of Fig. 3 taken on the line 4-4;

Fig. 5 is a cross section taken thru Fig. 3, on the line 5-5;

Fig. 6 is a side elevation of a modified form of multi-wheel vehicle;

Fig. 7 is a plan view of the wheel supporting trucks shown in Fig. 6, incombination with the steering mechanism therefor;

Fig. 8 is an enlarged side elevation of a fragmental portion of one ofthe non-driven wheel trucks shown in Fig. 6;

til

Fig. 9 is a fragmentary perspective of one of the truck moving yokes.

In the accompanying drawings I have shown a multi-wheel vehicleconsisting of a chassis or frame I, on which four road wheels 2 aremounted, there being a pair of said wheels at each of the opposite endsof the chassis at corresponding points on opposite sides thereof.

Each road wheel 2 is either keyed or rotatably mounted On an axle 3, theopposite ends of the axle being journaled in bearings 4 supported on aplate 6, the center portion of said plate being cut away as at 5 toreceive the road wheel 2 therein. Each road wheel supporting mechanismis a duplicate of the other, and hence a description of but one of suchmechanisms will be made, it being understood that said description willapply equally as well to the others.

The wheel supporting plate 6 lies in a substantially horizontal planeand extends thru the horizontal axis about which the road wheel rotates.The opposite ends of the plate 6 rest upon the upper surface of bracketsI, said brackets depending from and being secured to the under side ofthe chassis I. A curved or arcuate slot 8 is provided at each of theopposite ends of the plate 6, and a pin 9 is secured in each of therespective brackets I and passes thru the slot 8. The slots 8, at theopposite ends of the plate 6 permit said plate 6 to be turned or movedon a horizontal plane into various angular positions, the 0bviouspurpose of which is to change the vertical angular plane of the roadwheel 2 for steering purposes. The length of the respective pins 9 isgreater than the thickness of the plate Ii to permit raising or loweringmovement of the plate 6 in a vertical plane.

Slots III are arranged at each of the opposite ends of the plate 6 inspaced relation to the slots 8, the curvature of the slots I0 beingstruck from the same radius points as the slots 8. A pin I I secured in'each of the respective brackets 1 passes thru each of the respectiveslots III, and a compression spring I2 is aranged around each of thepins II between the upper surface of the plate 6 and the under side ofthe bracket 1. The springs I2 at the opposite ends of the plate functionas a cushioning medium between the road wheel 2 and the chassis I, toprevent the transmission of shocks and other disturbances, encounteredby the road wheel, to the chassis. Also the load carried by the chassisis transmitted directly to the springs thereby permitting adifferentiating effect between the chassis and the mechanism supportingthe road wheel. The length of the respective pins 9 and II with respectto the thickness of the wheel supporting plate 5, permits free movementbetween the wheel supporting plate and the chassis in the event thewheel supporting mechanism should move upwardly toward the chassis orthe chassis should move downwardly toward the wheel supportingmechanism.

The wheel 2 is provided with a sprocket l4 on either one or both sidesthereof, and said sprocket is connected by a drive chain l5 to a motorl6 carried on a bed plate ll which is resiliently connected to the mainplate 6. The motor I6 is preferably an electric motor and receives itsenergy from a source either carried on the chassis or suitably connectedthereto. I do not wish to be limited to the particular form of wheeldriving machinism illustrated and described inasmuch as it would beclearly within the purview of the invention to substitute an equivalentform of driving mechanism in lieu thereof.

A pin 20 is provided on the upper side of the center of the wheelcarrying plate 6 at each of the opposite ends thereof, said pins 29being arranged between the respective slots 8 and ID at each of theopposite ends of the plate 6. A U- shaped yoke member 2| has the legs 22at each of the opposite ends thereof, slidably guided on the pins 29,and said yoke 2| is pivotally connected at 23 to a bracket 24 on theunder side of the chassis The point 23 of pivotal connection between theyoke 2| and the chassis, thus determines the center about which thewheel carrying plate 6 may be swung for imparting a steering effect tothe wheel 2. The slots 8 and ill on the plate 6 are struck on a curve orarc, the radius point of which is the axis of the pivotal connection 23.It would be clearly within the scope of the invention to place the axisof the pivot 23 directly over the vertical center of the wheel 2, or atany other desired point, in which case the are or curvature of the slots8 and I0 would be changed accordingly.

An arm 24 extends outwardly from the rear side of the center of the yoke2| to be connected to the steering mechanism on the chassis to behereinafter described.

Transverse plates 25 are secured to each of the opposite ends of thechassis I. A pair of bell cranks 26 are pivoted at 21 to each of theplates 25 and adjacent opposite sides of the chassis. The leg 28 of eachbell crank is pivotally connected at 29 to a link 36, said link beingpivoted at its free end 3| to the arm 24 on the adjacent plate movingyoke 2|. The ends 3| of diagonally opposite links 30 on diagonallyopposite wheel steering mechanisms, are interconnected by diagonallyextending links 33. It will be noted that the diagonally extended centerlinks 33 cross each other at the proximate longitudinal and lateralcenter of the chassis The bell cranks 26 at diagonally opposite comersof the chassis I are thus connected thru the links 30, 33, and 30, toeffect properly related angular movement of the various wheel supportingframes for steering purposes.

In the event the chassis I would be coupled in trailing relationship toeither a multi-wheel vehicle of the same character ahead of it, or to adifferent type of towing vehicle, I provide a draw bar 35 which ispivotally connected at 36 on the chassis I, and pivotally connected at31, its other end, to the towing or preceding vehicle. The draw bar 35thus maintains a definite spaced relationship between the chassis andthe preceding vehicle. The draw bar 35 is not actually a draw barinasmuch as each of the wheels 2 on the chassis l are separately powerdriven. The so-called draw bar 35 merely maintains a definite operatingrelationship between the chassis and the vehicle ahead of it in orderthat the cross bars 39 and 40 which are pivoted to the rear end of thepreceding vehicle may be pivotally connected to the legs 4| on the bellcranks 26. Turning movement of the vehicle preceding the chassis I,either to the right or to the left, will cause the respective cross bars39 and 40 to be either pushed or pulled, which pushing or pulling actioncauses a corresponding movement of the bell cranks 26 on the chassis towhich the cross links 38 and 40 are connected, thereby imparting aswinging movement to the wheel supporting frames and the wheels thereon,and a change of the angular position of the wheels thereby causing thewheelson the chassis to follow in the same path or direction as thepreceding vehicle.

My particular wheel steering mechanism permits any number of multi-wheelvehicles to be coupled together and insures that all of said vehicleswill trail one behind the other in proper alinement, and will eliminateany weaving or yawing of any of the individual vehicles.

It will be noted that the bell cranks at the forward end of the chassisare connected by the cross links 39 and 40 to the rear end of thechassis on the vehicle preceding it and that the bell cranks at the rearend of each vehicle are not connected to the following vehicle. Shouldit be desirable to reverse the path of travel of the multi-wheelvehicle, the cross bars 39 and 40 would be disconnected from what hadbeen the rear end of the preceding vehicle and the forward end of thefollowing vehicle and transferred to the bell cranks on what hadtheretofore been the rear end of the preceding vehicle and the forwardend of the following vehicle to thereby convert the following vehicleinto thepreceding vehicle and the preceding vehicle into the followingvehicle.

I have found it necessary to connect the diagonally opposite bell cranksby a plurality of links to insure harmonious action and the preventionof contact of parts.

In the modified form of the invention shown in Figs. 6 thru 9,inclusive, I have shown a vehicle generally designated by the numeral5|], having four road wheels 5| on each of the opposite sides thereof.Altho I have shown four road wheels on each side of the said vehicle, ifit is to be understood that a greater or lesser number of roadwheels'might be used.

Each of the road wheels 5| are supported in a truck 52, and each truckat the opposite ends thereof, is provided with a pair of curved slots 53and 54 respectively. Pins 55 and 56 respectively, on the under side ofthe chassis, extend downwardly thru the respective slots 53 and 54 topermit of angular or turning movement about a vertical axis that passesthru each wheel 5|. Compression springs 58 are interposed between theupper face of each truck 52 and the under side of the vehicle 50. Thetrucks 52 at opposite ends of the vehicle 50 and at opposite sidesthereof, are each provided with a driving motor 59 which is suitablyconnected by a driving chain 60 tosprockets 6| on the endmost roadwheels 5| The middle pairs of road wheels 5| are not power driven.

The U-shaped yoke 62 has its opposite legs pivoted to the opposite endsof each truck 52 at 63 and 64 on the longitudinal center line thereof.Each yoke 62 extends to one side of the truck to which it is pivotallyconnected.

I have designated the pair of trucks 52 at one end of the vehicle by theletter A; the adjacent pair of trucks by the letter B; the next adjacenttrucks by the letter C, and the remaining trucks by the letter D.v Aiacent the trucks A I have provided a steering collar 66, which steeringcollar is movably mounted on the vehicle 50. The steering collar 66 isprovided with a pair of projections 61 on diametrically opposite sidesthereof. A link 68 connects each of the projections 67 with a mediateportion 69 on the steering yoke 62 on the trucks A. A link 10 ispivotally connected to the aforementioned middle point 69 of the yoke 62on the trucks A to a mediate portion TI on the steering yoke 62 on thetrucks B. Cross links 12 are pivotally connected at one end to thesteering collar 65 and at their other end are pivotally connected at 73to the mediate portion of the steering yoke 62 on each of the trucks C.Links 14 pivotally connect at 13 to the steering yokes on the trucks Cand at their opposite ends said links I4 are pivotally connected at 15to the middle portion of the steering yokes 62 on the trucks D. The linkconnections between the steering collar 56 and the various trucks causesthe trucks A-B to turn into the same angular position, and the trucksC-D to also turn into the same angular position, with the difference,however, that the angular turning movement of the trucks A-B is oppositeto that of the trucks C-D. My particular form of link mechanism forchanging the angular position of the trucks, permits the vehicle to turnin a relatively small circle, the diameter of which is not a great deallonger than that of the length of the vehicle.

In Fig. 6 I have shown a plurality of electrical current generators 80,all of which would be actuated by the engine BI (diagrammatically shown)for supplying electrical energy to the motors 59 on the trucks A-D.

I claim:

1. In a vehicle adapted to be connected to a similar vehicle in trailingalinement, said vehicle being provided with a body and a plurality ofdirigible wheel elements, said wheel elements being separately andindependently mounted With respect to each other, means for maintainingsaid wheel elements in predetermined relation with each of the otherwheel elements, a coupler element adapted to extend between the vehicleand another in a series and including a pair of stiff crossed members offixed length, each pivotally connected at its ends to said vehicles,operating connections joining said crossed members, respectively, to thesteering elements on said vehicle.

2. In a vehicle adapted to be connected to a similar vehicle in trailingalinement, said vehicle being provided with a body and a plurality ofdirigible wheel elements, said wheel elements being separately andindependently mounted with respect to each other, each about its ownfixed vertical axis, means for maintaining said wheel elements inpredetermined relation with each of the other wheel elements, a couplerelement adapted to extend between the vehicle and another in a seriesand including a pair of stiff crossed members of fixed length, eachpivotally connected at its ends to said vehicles, operating connectionsjoining said crossed members, respectively, to the steering elements onsaid vehicle.

3. In a series of vehicles connected in trailing alinement, each vehicleprovided with a body and a plurality of dirigible wheel elements, saidwheel elements being separately and independently mounted with respectto each other, means for maintaining said wheel elements inpredetermined relation with each of the other wheel elements, a couplerelement extending between the vehicles in a series and including a pairof stiff crossed members of fixed length, each pivotally connected atits ends to said vehicles, operating connections joining said crossedmembers, respectively, to the steering elements on the vehicle trailingsaid members.

4. In a series of vehicles connected in trailing alinement, each vehicleprovided with a body and a plurality of dirigible wheel elements, saidWheel elements being separately and independently mounted with respectto each other, each about its own fixed vertical axis, means formaintaining said wheel elements, a coupler element extending between thevehicles in a series and including a pair of stifi crossed members offixed length, each pivotally connected at its ends to said vehicles,operating connections joining said crossed members, respectively, to thesteering elements on the vehicle trailing said members.

5. A vehicle including a chassis, a plurality 01' individual roadwheels, a plurality of independent trucks pivotally mounted on thechassis, each truck having a road wheel rotatably mounted thereon, meanson each truck to drive the individual Wheel thereon, a pair of pivotedmembers arranged at one end of the chassis, one at each side of thecenter line thereof, a plurality of links connecting said pivotedmembers, respectively, to diagonally opposite wheel trucks forcontrolling the angular position thereof, and a pair of crossed linkspivotally connecting the pivoted levers at one end of the chassis to atowing vehicle.

6. A vehicle including a chassis, a plurality of individual road wheels,a plurality of independent trucks pivotally mounted on the chassis, eachtruck having a road wheel rotatably mounted thereon, a pair of pivotedmembers arranged at one end of the chassis, one at each side of thecenterline thereof, a plurality of links connecting said pivoted membersrespectively to diagonally opposite wheel trucks for controlling theangular position thereof, and a pair of crossed links pivotallyconnecting the pivoted members at one end of the chassis to a towingvehicle.

7. A vehicle including a chassis, a plurality of individual road Wheels,a plurality of independent trucks pivotally mounted on the chassis, eachtruck having a road wheel rotatably mounted thereon, means of truck andthe chassis permitting of automatic differentiation in a vertical plane,a pair of pivoted members arranged at one end of the chassis, one ateach side of the centerline thereof, a plurality of links connectingsaid pivoted members, respectively, to diagonally opposite wheel trucksfor controlling the angular position thereof and a pair of crossed linkspivotally connecting the pivoted levers at one end of the chassis to atowing vehicle.

8. A vehicle including a chassis, a plurality of independent truckspivotally mounted on the chassis, each truck having a road wheelrtatably mounted thereon, an arm secured to a mediate portion of eachwheel truck on one side thereof for swinging said truck, a pair ofpivoted members arranged at one end of the chassis, one at each side ofthe centerline thereof, a plurality of links connecting said pivotedmembers, respectively, to the arms on each of the diagonally oppositewheel trucks for controlling the angular position thereof and a pair ofcrossed links pivotally connecting the pivoted levers at one end of thechassis to a towing vehicle.

9. A vehicleincluding a chassis, a plurality of connection between eachindividual road wheels, a plurality of independent trucks pivotallymounted on the chassis, each truck having a road wheel rotatably mountedthereon, shock absorbing springs interposed between the opposite ends ofeach truck and the chassis, a pair of pivoted members arranged at oneend of the chassis, one at each side of the centerline thereof; aplurality of links connecting said pivoted members, respectively, todiagonally opposite Wheel trucks for controlling the angular positionthereof; and a pair of crossed links pivotally connecting the pivotedlevers at one end of the chassis to a towing vehicle.

10. A vehicle including a chassis, a plurality of swingable wheelcarrying trucks, each of said trucks having a pair of spaced guidewaystherein at each of the opposite ends thereof, a plurality of individualpairs of pins fixed on the chassis and extending thru the guideways inthe opposite ends of the trucks to control the swinging movement of thetrucks, a link connected to each truck for swinging the same and asingle control means connected to all of said links.

11. A vehicle including a chassis, a plurality of swingable wheelcarrying trucks, each of said trucks having a pair of spaced guidewaystherein at each of the opposite ends thereof, a plurality of individualpairs of pins fixed on the chassis and extending thru the guideways inthe opposite ends of the trucks to control the swinging movement of thetrucks, a pair of pivoted members arranged at one end of the chassis,one at each side of the centerline thereof, a plurality of linksconnecting said pivoted members, respectively, to diagonally oppositewheel trucks for controlling the angular position thereof, and meansconnected to the pivoted members for actuating the same.

12. A vehicle including a chassis, a plurality of swingable wheelcarrying trucks, each of said trucks having a pair of spaced guidewaystherein at each of the opposite ends thereof, a plurality of individualpairs of pins fixed on the chassis extending thru the guideways in theopposite ends of the trucks to control the swinging movement of thetrucks, a steering yoke connected to opposite ends of each truck on oneside thereof, a pair of pivoted members arranged at one end of thechassis, one at each side of the centerline thereof, a plurality oflinks connecting said pivoted members, respectively, to the yokes oneach of the diagonally opposite wheel trucks for controlling the angularposition thereof, and means connected to the pivoted members foractuating the same.

13. A vehicle including a chassis, a plurality of individual roadwheels, a plurality of independent trucks pivotally mounted on thechassis, each truck having a road wheel rotatably mounted thereon, meansof connection between each truck and the chassis permitting automaticdiflere-ntiation in a vertical plane, a pair of members pivotallymounted at one end of the chassis, one at each side of the centerlinethereof, a plurality of links connecting said pivoted members,respectively, to diagonally opposite wheel trucks for controlling theangular position thereof and a pair of crossed links pivotallyconnecting the members to a towing vehicle.

14. A vehicle including a chassis, a plurality of individual roadWheels, a plurality of independent trucks pivotally mounted on thechassis, each truck having a road wheel rotatably mounted thereon, anarm secured to a mediate portion of each wheel truck on one side thereoffor swinging said truck, a pair of pivoted members arranged at one endof said chassis, one at each side of the centerline thereof, a pluralityof links connecting said pivoted members, respectively, to the arms oneach of the diagonally opposite wheel trucks for controlling the angularposition thereof, and a pair of crossed links pivotally connecting thepivoted members to a towing vehicle.

15. A vehicle including a chassis, a plurality of individual roadwheels, a plurality of independent trucks pivotally mounted on thechassis, each truck having a road wheel rotatably mounted thereon, apair of swinging levers mounted at one end of the chassis, one at eachside of the centerline thereof, a plurality of links connecting saidswinging levers, respectively, to diagonally opposite wheel trucks forcontrolling the angular position thereof, and a pair of crossed linkspivotally connecting the swinging levers to a towing vehicle.

16. A vehicle including a chassis, a plurality of individual roadwheels, a plurality of independent trucks pivotally mounted on thechassis, each truck having a road wheel rotatably mounted thereon, meansof connection between each truck and the chassis permitting automaticdifferentiation on a vertical plane, a pair of members pivotally mountedon each of the opposite ends of the chassis on opposite sides thereof, aplurality of links connected to diagonally opposite members, saiddiagonally extended links being pivotally connected to diagonallyopposite wheel trucks for controlling the angular position thereof, anda pair of crossed links pivotally connecting the members at one end ofthe chassis to a towing vehicle.

17. A vehicle including a chassis, a plurality of individual roadwheels, a plurality of independent trucks pivotally mounted on thechassis, each truck having a road wheel rotatably mounted thereon, anarm secured to a mediate portion of each wheel truck on one side thereoffor swinging said truck, a pair of bell-cranks mounted on each of theopposite ends of the chassis on opposite sides thereof, a plurality oflinks connected to diagonally opposite bell-cranks, said diagonallyextended links being pivotally connected to the arm on each of thediagonally opposite wheel trucks for controlling the angular positionthereof and a pair of crossed links pivotally connecting the bell cranksat one end of the chassis to a towing vehicle.

18. A vehicle including a chassis, a plurality of individual roadWheels, a plurality of independent trucks pivotally mounted on thechassis, each truck having a road wheel rotatably mounted thereon, apair of swinging levers mounted on each of, the opposite ends of thechassis on opposite sides thereof, a plurality of links connected todiagonally opposite swinging levers, said diagonally extended leversbeing pivotally connected to diagonally opposite wheel trucks forcontrolling the angular position thereof, and a pair of crossed linkspivotally connecting the swinging levers at one end of the chassis to atowing vehicle.

ROMAINE R. HARRIS.

